Train control



July zo 1926,

W. HOWE TRAIN CONTROL' Filed July 1l EN TOR. we?,

Patented July 20, 1926.

UNITED lSTATES l 1,593,553 PATENT OFFICE. Y,

WINTEROP K. HOWE, OF ROCHESTER, NEW YORK, ASSIGNOR T GENERAL RAILWAY SIGNAL COMlPANY, OF ROCHESTER, NEW YORK.

TRAIN CONTROL.

apparatus -for automatically controlling atrain. This is necessary, or at least desirable, because in train control systems of the continuous inductive type the absence of signalling current along the trackway imvposes a speed restriction or restricts the movement of the train in some other way, so that, if the train is to be left entirely in the hands of the engineer suitable means should be provided to cut out the automatic apparatus in order that the engineer may con.- trol the train in accordance with his discretinn. Non-train control territory apparatus for this purpose has been heretofore recognized in continuous inductive train control systems, but in those systems there has been available a distinctivecontrol influence for the purpose of making such apparatus effective, and the present invention is more particularly directed to a two-posi tion or single phase continuous inductive type of system in which the' presence and absence respectively of current in the track rails ahead of a train are the only controls available.

In accordance with the objects and purposes of the present invention it is proposed to provide and organize the various parts of the train controll apparatus so that a non-train control relay may be controlled automatically, or semi-automatically,v that is, automatically requiring manual cooperation, whereby a certain sequence of operation of a controlling device or relay controlled by such trackway current in combiation with a distance device driven from the wheelsof the vehicle places such non-train control relay in its operative condition. More specifically, it is proposed to provide a stick relay circuit arrangement in which the pick-upv circuit may only be closed when a distance device has traveled a certain distance from normal and providing the main 1924. serial No. 725,394.

control relay governed from the trackway and controlling such distance. device is in its normal energized position, and in which the stick circuit of this relay can only be closed when such main relay is in its deenergized position, this distance device being controlled in such a' manner that it is only able to assume an abnormal position for a short distance of movement of the train after such main` control relay has again assumed its energized position.

Other objects, purposes and characteris tic features of the invention will appear as the description thereof with reference to the accompanying drawings progresses.

In describing the invention in detail reference will be made to the accompanying drawing which shows trackway apparatus of a very simple type of railway signalling system, a portion of which has superimposed thereon trackway apparatus for train control purposes and the -rest of which is not'so equipped; and which shows ina simplified and `conventional manner car-carried apparatus adapted to be governed by the trackway train control apparatus shown, which includes a non-train control relay governed in accordance with the present in;- vention.

Tmccwag @gamona- Referring to the accompanylng drawing, there have been shown track rails 1 divided into blocks by "insulating joints 2 of a very simple form and well known type of railway signalling system, the block I and the adjacent ends of .two other blocks H and J being shown. Slnce the various blocks are the same like parts of each block have been designated by like reference .characters having distinctive exponents. At the exit end of each block is provided the usual track battery-3, which is connected across the rails in series with the track impedance, which in the present instance consists of the secondary winding of a transformer 4, for supplying the usual direct track circuit current, and at the entrance end of each block is provided with the `usual track relay T. This battery 3 and relay T together with the rails between them comprise the well known closed track cir. cuit. Although the train control system embodying the present invention may be used with or without wayside signals, semaphore signals Z have been shown conventionally without illustrating their well known control no next block in advance, the secondary Winding of a suitable power transformer 6 and a suitable inductive reactance 7. In addition to the aparatus thus far described, which is the apparatus used in ordinary block signal train control territory, there is provided a short track section at the entrance of the first block in non-train control territory as indicated by the short track section at the end of the block I. This short track section is provided with a similar battery 10 and transformer 11 to that of the battery 3 and transformer 4 heretofore mentioned, this transformer l1 being energized by a circuit including an inductive reactanee 12, the second winding of a power transformer 13 and a loop 14 located a short distance beyond the entrance of the block J. Obviously, the control for the transformer 4 at the exit end of the block 1, this being the last block in train control territory, also includes the front Contact 15 of the track relay 16 located in the first track section of the block J. The purposes for this short track section 0f the block and the loop 14 will be more particularly described in connection with the operation of the System hereinafter.

Car-carried apparaitra-The reference characters 18 and 19 designate the wheels and axles respectively of a locomotive or suitable self propelled railway vehicle conyentionally. e On this locomotive is mounted 1n a suitable spring suspended casing a main control relay MR which in the arrangement shown has been illustrated as a split phase or two element alternating current relay of the induction type adapted to respond to single phase alternating current. One phase winding 2O includes an inductive reactance 21 and the other phase winding 22 has in series therewith a resistance 23. The two circuits including the phase windings just men.- tioned are connected in multiple across the output leads of a suitable amplifying device LA so that alternating potential present across these output leads produces currents in these two circuits which are displaced in phase to produce torque in the relay MR in one direction so long as alternating potential is present. The input leads to this amplifying device LA are connected to be influenced by receiving coils 24 located in front of the locomotive 1819, the coils 24 being preferably connected in series so that the voltages induced therein by reason of currents flowing in opposite directions in the two rails ahead of the locomotive are cumulative. rIhese coils have been shown surrounding a core 25 of magnetic material which may or may not be required depending on the design of the apparatus in connection with which they are used.

On the railway vehicle are provided suitable cab signals as indicated by the lamps G', R and W which if illuminated indicate clear trafc conditions, danger tralic conditions and that the vehicle is traveling in nontrain control territory, respectively. The circuits for energizing these cab signals may readily be traced in the drawings and no further discussion as to the functioning of these signals is deemed necessary.

Since there are only two controls available, that is, current present and no current present, a suitable delayed action cyclic device is preferably employed so as to gradually restrict the speed of the train in a caution block to an ultimate minimum speed eective upon entering a danger block, and for this purpose a very simple cam operated mechanism similar to that described in detail in the application of IV. K. Howe, No. 38,132, filed July 5, 1915, which for the purpose of the present patent application need only be very briefly described.

In its simplest form this apparatus iucludes a grooved collar 27 slidably contained on ai shaft 28 driven from the wheels of the vehicle, centrifugal weights 29 and a compression spring 30 against which the centrifugal force due to the weights 29 may act, so that, the grooved collar 27 moves upwardly as the speed of the shaft 28 and the vehicle increases. The collar 27 is operatively connected by an angle lever L, pivotally supported on a pin 32, to the lower end of a iioating lever 33, so that this lower end of the floating leverv 33 moves from right to left as the speed of the train increases. The upper end of the floating lever 33 is bifurcated and contains a roller 34 engaging the surface of a suitable permissive speed eam 35. It should be noted at this time that any intermediate point ou the floating lever 33 changes its position in response to both a change of the position of the cam 35 and the speed as manifested by the centrifuge O, so that the position of any intermediate point on the floating lever may be used to determine whether the actual speed is too high as compared with the position of the permissive speed cam. This cam 35 is keyed to a cam shaft 36 on which is also keyed a mutilated worm gear 37 and a distance cam 38. The shaft 36 is biased to a normal position bya spring 39 connected to the end of an arm 40.

f this block 46' in the lower thekmagnet is deenergized. l

Directly` over the mutilated worm. wheel V37 and at right angles thereto is disposed a shaft 42 which is driven fromthe wheels of the vehicle through a suitable universal joint (not shown) having a worm 43 thereon which is v.adapted to engage the mutilated worm gear 37 when the cam starter magnet CS is deenergized. This cam starter magnet CS includes a coil having a core 45 therein which is pivotally connected'to a bearing block 46 through'which the shaft 42 passes, anda spring 47l holding position Gwhen the normally energized cam starterV magnet CS is deenergized for an reason the spring 47 will forcev the Asha y42 .downward so as tocausei the-worm 43 to 'engage the mutilated gear 37 and t-urn this worm gear until the worm- 43 engages the mutilated portion of this gear 37.- Y Y Adjacent the permissive -speed cam 35 is disposed a pivotally supported sector 50,I 'which is o eratively connected by an -eccentrically ocated pin 51 toan intermediate point on the floating lever 33 byl a link 52, a spring 53 being provided, to bias this sector in a counter-clockwise direction, this spring also functioning` to urge' the roller 34 against the cam35. In-orderto break a certain circuit when the sector 50 is turned a predetermined amount toward the right,'contacts 54 and 55 biased in the open position, but normally held closedby a roller 56 engaging the cam surface of the sector 50 are provided. The sectorQ has a cut-away. portion into `which the rollerA 56 is adapted to ride and permit opening of contacts 54 and 55, when this sector has turned through a certain 'angle in a clockwise direction.

For purposes more clearly described hereinater, it is desirable .to close a pair of contacts and open another pair oi contacts during a certain distance yof movement Lof the distance cam 38 while this cam is driven in one direction or the other, but not to permit such opening of contacts when this cam is again returned to normal by action.

4of the spring 39 when the cam starter magnet CS is re-energized. This apparatus comprises an angle lever 60 which is pivotally Asupported on a pin 61 and is biased toward the'right by a spring 62 to a position where- 1n 1t engages a stop 63. Movable contacts 64 and 65 are connected to but insulated from this angle lever 60 which are adapted to engage stationary contacts conventionally illustrated by arrows. Pivoted on the same pin 61 is a ratchet or dog 59 which is adapted to be engaged by the foot ofthe angleI lever 60. Adjacent the distance cam 38 is disposed another angle lever 66 pivot.

ally supported ,on a pin 67 and having a roller 68 engaging the surface of this cam right hand end of the angle lever 66 en! gages the dog 59 and moves the angle lever 60 in a counter-clockwise direction for av timeafter which it slips by the .end of this dog 59 thereby allowing the spring 62 to return the contacts to normal, but that when the cam 38 returns to its normal position allowing the spring 70 to return the angle lever 66 to its normal position the dog 59 will again be moved but in this case will be moved in the opposite direction and will not operate the contacts 64--65. In other words, the contacts-64 and 65 are closed and opened respectively when `the cam 38 is .driven in either direction from its normal position, but are not operated when' the cam 38 is returned from a position where the roller rides on the concentric portion of the, cam 38 to its normal position.

A suitable brake applying device is preferably included in a train control system, and such adevice is preferably superimposed upon the usual air brake system so that the air brakes may be automatically 1 set when predetermined movements o r speed restrictions are violated. Since the present vinvent/ion is not directed to any particular type of brake applying means, a suitable electrically operated pneumatic valve EPV has been conventionally illustrated which may be used to operate al suitable brake zipergy and includesthe contacts 54 and -55 governed'jointly by the speed responsive device O andthe permissive speed cam 35.

The cam starter magnet CS which if energized maintainsV the cam 35 in its normal position is normally energized through.

a circuit whiclmay be traced as follows beginning at the terminal B of a suitable battery, wire 73, contact 74 on the main vcontrol relay, wires 47 5 and 76, contact 65, wire 77 windingof 'the cam starter magnet CS, wire 78 back to common return wire C.

It is thus noted at if the train enters territory in which no alternating current is present in theusual track/ciiuit ahead of the traint-hat the' mai relay MR will as- 'sume its deenergized/ osition', thereby deemergizing the cant-"starter magnet CS and causing the perinlsslve speed cam 35 to be 'gradually driven -in one direction orthe other depending on whether the engine is running pilot or tender first, and that gradual rotation of the cam 35 gradually decreases the permissive speed limit so that the speed of the train must be reduced to prevent contacts 54-55 from being opened and the device EPV deenergized. The -various parts are preferably so proportioned that with the cam 35 in its normal position the contacts 54-55 will open as soon as the speed as manifested by the speed responsive device O exceeds a certain maximum value which may be assumed to be miles per hour, and with the cam 35 in its ultimate position, that is, with the worm 43 in the mutilated portion of the wheel 37 the contacts 54-55 open when the speed of the train is above a predetermined minimum speed limit of, say, 15 miles per hour.

As "heretofore mentioned the principal object of the present invention is to pick up a certain stick relay for making the brake control apparatus ineective when the train is moving in non-train U1control territory. For this purpose, the relay NC vhas been provided which when in its energized position maintains the EPV energized through its front contact 80 independent of its control by the contacts 54-55, and maintains the cam starter magnet CS energized through its front contact 81 independently of its control by the contact 74 of the main relay Operation entering and leaving non-train control territory/. The manner in which therelay NC is pickedup and stuck up 1s most readily explained in considering a train moving into non-train control territory. Let us assume a train moving from left to right inthe block I and entering the short track 'section at the entrance to the block J. If the cam 35 was partially or wholly run down from its normal position it will be restored when the train entersx this short section, because track circuit current is always present in this section unless this section is occupied byv another train ahead under which condition the train in question would naturally not proceed until such another train moved out of this section. Inl any event, before the train in question could move through this short section alternating current would be detectedby the coils 24 and the relay MR would assume its energized position thereby restoring the cams 35 and, 38 to rnormal regardless of trafiic conditions in the block J ahead. In other words, this short section f is principally provided so that the cam 38 detected for a distance as indicated by the letter D, and the relay MR and cam starter magnet CS are deenergized and the cam 38 is gradually rotated. The various parts on the car and the distance D are so proportioned that the cam 38 closes the contact 64 and opens the contact just before the train has traveled this distance D. This change in the position of contacts 64 and 65 puts another break in the cam starter circuit so that re-energiration of the main relay MR cannot re-energize the cam starter magnet CS. As the train proceeds beyond the remote end of this distance D the coils 24 in front of the locomotive are disposed over the loop 14 whereby the current flowing in this loop induces current in the usual manner the same as though it were flowing in the track rails themselves thereby causing the main relay MR to beenergized. With the main relay MR energized, the cam starter magnety CS deenergized by reason of the additional. break in the cam starter circuit just mentioned, and with the contacts 64 and 65 in their abnormal position, for reasons just explained, it is possible to close the following pick up circuit for the NC relay providing the engineer depresses the' push button 84 :-beginning at the terminal of the battery B, wire 85, contact 86 of the lmain relay MR, wire 87, push button 84,

wire 88, Contact 64, wires 89 and 90 winding of the relay NC, wire 91 back to common return wire C.

With this circuit completed the NC relay assumes its energizing position and closes its various front contacts. As the train proceeds over the loop 14 no change of importance takes place in the car carried apparatus, but as soon as it passes beyond this loop 14 the main relay MR is again deenergized thereby causing a stick circuit for the NC relay to be completed which may be traced as follows :-beginnng at the terminal B, wire 85, contact 86 of the main relay MR, wire l92, front contact 93 of the NC relay, wires 94 and 90, winding of the NC rela wire 91 back to common return Wire (l, whereby the relay NC is stuck up so long as the main relay MR remains deenergized. It should be understood at thisAt-ime that the relay NC is somewhat slower acting than is theV main relay MR' so that the contact 86 assumes its pendent position before the contact 93 opens while a change fromthe pickup to the stick circuit of the relay N C is be- Y ing made. As the train continues to move into the block J the angle lever 66 finally slips by the dog 59, thereby allowing the contacts 64 and 65 to assume their original and normal position. This in turn of course completes a circuit for the cam starter magnet CS which is the same as that hereto' Vfore traced except that it includes the front contact 81 /of the NC relay instead of the contact 7 4 of the main relay MR. With the cam starter magnet CS again energized the cam 38 will return to its normal position v safe operation of the same. As soon as territory is entered where alternating current owing in the usual track circuit ahead of the train of the proper value and frequency is present the main relay MR again assumes its energized position, thereby interrupting the stick circuit for the relay NC and placing the train control apparatus back into its normal and active condition. With the relay NC again deenergized it remains in this positionuntil the proper sequence of operation of 'contacts on the main relay MR and the contacts operated b 'the distance cam 38 again takes place, whic very rarely if ever,

can happen at any other point -than at thev entrance to non-train control territory. This because the combination of a certain short distance of trackway not provided with sigria-lling current followed by a similar short section provided with signalling current and followed by a section not provided with signalling. current is necessary, and noy traliic conditions can be conceived of where this could occur, and if desired the push button 84 may be omited so that the pick-up of the NC relay is entirely automatic, this push button having been illustrated and is preferably used to take care of such remote contingencies. If the push button 84 is omitted and the NC relay should be automatically f picked up at a point other than the entrance to non-train control territory no serious consequences would be expected, because ythe engineer would be informed by the illumination ofthe non-train control lamp W that tlhe operation of the train is entirely up to,

It should be noted that the operation of contacts 64 and 65 does not interfere withl proper automatic operation during normal operation of the system in train controlterritory, because the contact 65 is open only vfor a short distance of movement at a time 'when the circuit in which it is included is usually open, and also thel closing of contact 64 does not produce an effect of any kind because the circuit in whichv it is included is open at both the push button 842 and the contact 86 of the main relay MR, so that the resence of the distance operated selecting device .does not interfere with the prop er operation of the train control apparatus 1n equipped territo The signal Z1 Is'iiown at the entrance to the block J has been shown dottedbecause this signal would not be present ifv the non-train control territory is also, not uipped with automatic block signals, usugllly, however, such territoryl is block signalled but is not provided wit alternating current for train control purposes, and this signal Z1 is to be employed only when the section ahead is equipped for Waysidesignalling and when used this signal is controlled in the usual manner. A train control system has thus been providedin vwhich the presence or absence respectively of current flowing in the track rails directly ahead of the train may be used to manifest clear or danger tratiic conditions, respectively 'as well as control a suitable device for cutting out the automatic train control apparatus when moving in nonequipped territory, this latter function being accomplished by using such control in conjunction with a distance operated device driven from the wheels of the vehicle, so that an additional control is provided without adding any extra apparatus for transmitting a distinctive control for controlling such non-train control signal.

Having thus shown and described one rather specific embodiment of the invention the specific disclosure has been made for the purposes of understanding the nature of the invention ratherthan its scope, and it is desired to be understood that the broad principles disclosed may be applied to various other types of train control systems vby. making suitable changes, modifications and adaptations toadapt the invention to such systems, all without departing from the spiritor scope of the invention or the idea of means underlying the same.

Whatwis desired to be secured by` LettersA Patent of the United States is 1. Car-carried apparatus for automatic train control systems comprising apparatus for controlling the speed of the train in' accordance with traiiic conditions ahead in response to current flowing in the usual track circuit ahead of the tram in which more restrictive speed limits are set up in response to the absence of such trackwa retarded means changed in accor ance with the progress of the train initiated upon the discontinuance of flow of such trackway currents, a non-control territory relay having a pick-up circuit and a stick circuit, and means overned by said apparatus and said retarde means effective to first close said current,

pick-up circuit and then said stick circuit* 1f said apparatus encounters trackway current for a short distance of travel after passing a section of a redetermined length in which no such trac ay current is present.

2. Car-carried apparatus for automatic train control systems comprisin apparatus for controlling the speed of t e train in accordance with traic conditions ahead m response to current flowing in the usual track circuit ahead of the train in which more restrictive speed limits are set up in response to the absence of such trackway current, retarded means changed in accordance with the progress of the train initiated upon the discontinuance of flew of such trackway currents, a non-control territory relay having a pick-up circuit and a stick circuit, and means for closing said pick-up circuit if trackway current is detected by said apparatus when said retarded means has changed a predetermined degree from its normal position, and thereafter closing said stick circuit when trackway current is no longer detected.

3. Car-carried apparatus for automatic train control systems comprising apparatus for controlling the speed of the train in accordance with traffic conditions ahead in response to current iowing in the usual track circuit ahead of the train in which more restrictive speed limits are set up in response to the absence of such trackway current, retarded means changed in accordance with the progress of the train and initiated upon the discontinuance of flow of such trackway currents, a non-train control territory relay having a pick-up circuit and a stick circuit, means for closing said pick-up circuit if trackway current is detected by said apparatus when said retarded means has changed from normal a predetermined degree, and means for preventing said retarded means from again assuming the restored normal position in spite of the presence of current in the track rails ahead of the train until said retarded means has changed a predetermined degree from normal, and means for closing said stick circuit upon entering territory where no such trackway current is present.

4. In an automatic train control system of Ithe two position continuous inductive type, the combination of vehicle-carried ap paratus comprising a retarded device changing substantially in accordance with the progress of the vehicle upon initiation of said device, means responsive to train control current flowing in the track rails ahead of the train for maintaining said retarded device in its inactive normal condition, a permissive speed device associated with said retarded device for setting up a normal high permissive speed limit and seting up gradually decreasing permissive speed limits as said retarded device changes from normal, means acting automatically to apply the brakes of the train if the actual speed of the vehicle exceeds the permissive speed set up, a non-control relay having a pick-up circuit and a stick circuit, and means governed by said apparatus and said retarded device eiective to irst close said pick-up circuit and then said stick circuit if the train encounters trackway current for a short distance of travel after passing a section of a predetermined length in which no trackway current is present.

5. In an automatic train control system of the two position continuous inductive type, the combination of vehicle-carried apparatus comprising a retarded device retarded in accordance with the progress of the vehicle upon initiation of said device, means responsive to train control current flowing in the track rails ahead of the train for maintaining said retarded device in its inactive normal condition, a permissive speed device associated with said retarded device 'for setting up gradually decreasing permissive speed limits as said retarded device changes from normal and adapted to apply the brakes of the train if the actual speed of the vehicle exceeds the permissive speed set up, a non-control relay having a pick-up circuit and a stick circuit, and means for closing said pick-up circuit if trackway current is present in the track rails'ahead of the train when said retarded means has changed a predetermined degree from normal and for closing said stick circuit upon discontinuance of flow of. such trackway current; and of means associated with the trackway causing a flow of train control current in the track rails in clear blocks in train control territory and in a short section a predetermined distance in advance of another short section at the entrance to non-control territory.

6. In an automatic train control system of the two position continuous inductive type, the combination of vehicle-carried apparatus comprising a retarded device retarded in accordance with the progress of the vehicle upon initiation of said device, means responsive to train control current flowing in the track rails ahead of the train for maintaining said retarded device in its inactive condition, a permissive speed device associated with said retarded device for. setting up gradually decreasing permissive speed limits as said retarded device changes from normal and adapted to apply the brakes of the train if the actual spec of the vehicle exceeds the permissive speed set up, a non-control relay having a pick-up circuit and a stick circuit, means for closing said pick up circuit if train control current is flowing 1n the track rails ahead of they train when said retarded means has changed from normal a predetermined degree, means for preventmg said retarded means from assuming its restored normal position in spite of the presence of current in the track rails ahead of the train until such retarded means has changed a definite predetermined degree from normal, and means for closin a pick-up circuit upon discontinuance o the flow of such trackway current; and of means associated with the trackway causing a fiow of train control current in the track rails in clear blocks in train control territory and in a short section a predetermined distance in advance of another short section at the entrance to nontrain control territory.

7. 'An automatic train control system of i the type in which the train is controlled as no trackway current is encountered efective if the train travels a predetermined distance Where no trackway current is present between points Where such trackway current is present.

8. An automatic train control system of' the type in which the train is controlled in response to the flow of current in a trackway circuit which is present under clear traiiic conditions'but not under danger traflic conditions ahead and including means for restricting the movement of the train, a normally deenergized non-control relay having a stlck circuit and a ick-up circuit, and means for closing vsaid plck-up circuit when the train again encounters current in the trackway circuit after having traveledapredetermined distance Where no such current was present and for closing said stick circuit immediately upon reentering territory im which no such trackway current is present. 9. An automatic train control system of the type in which the train is controlled 'in -response to the flow of current in a track- Way circuit which current is present under clear traiic conditions but not under danger traic conditions ahead and including means for restricting the movement of the train, a normally deenergized stick non-control device and means for picking up sald non-contro device effective upon moving for a short distance over trackway where such trackway current is present, and for holding u said non-control device if the train imme iately thereafter enters territory where no such trackway current is present.

10. Car-carried apparatus for automatic train control systems comprising, a delayed action device normally inactive and if initiated changed in accordance with the progress of the car along the trackway in a direction depending on the direction of movement of the car, and circuit controlling means actuated if said device is changed from normal but not actuated when said device is again restored to its normal condition regardless of the direction in which the car is traveling.

11. Car-carried apparatus for automatic train control systems comprising, a control relay governed in accordance with traiic conditions ahead, retarded means adapted to be initiated by actuation of said control relay and when initiated changing in accordance with the progress of the car, a noncontrol relay having a pick-up circuit and a stick circuit, and means governed by said control relay and said retarded means effective to first close said pick-up circuit and then said stick circuit if said car travels a predetermined distance only with the control rela energized after having traveled a short istance with it deenergized.

12. Car-carried apparatus for automatic train control system comprising, a control relay on the vehicle energized under clear traiiic conditions and deenergized under adverse traffic conditions ahead, retarded means controlled by said relay and changed in accordance with the progress of the vehicle when said relay is deenergized, a noncontrol relay having a contact closed when said relay is energized, and means for picklng up said non-control relay and sticking it up by a circuit includingsaid contact eiective if said vehicle travels with said relay deenergized and energized respectively tor short distances of travel after which it is again deen'ergized.

13. In an automa-tic train control system of the continuous inductive type for use on railroads having sections of their trackway equipped for automatic trainv control and sections not soequipped, trackway means in said equipped sections for continuously transmitting influences to a moving vehicle under favorable traic conditions only, caicarred means comprising apparatus for imposing *a restrictive control, means for maintaining said apparatus inactive when said influences are received from trackway in said equipped sections and for initiating .said apparatus upon the cessation of such lnfluences, and means for maintaining said l apparatus inactive for train travel in said unequ1pped sections comprlsmg a car-carned devlce malntaimng said apparatus inactive when initiated, and trackway means for initiating said device comprising iniuence communicating means having a predetermined spaced relation, said spaced trackway means being located at the' entrance to said unequipped sections.

14. In an automatlc train control system of the .continuous inductive type for use on railroads having sections of their trackway equipped for automatic train control and sections not so equipped, trackway means in said equipped sections for continuously transmitting influences to a moving vehicle under `favorable traiic conditions only, carcarried apparatus comprising automatic v brake applymgmeans, a control device for preventing the operation of said means as long as said influences are transmitted, a second control device acting when active to prevent the operation of said brake applying; means lwhen said influences are 'not transmitted for vehicle travel in said unequipped trackway sections, and spaced trackway means at the entrance to said unequipped trackway sections for transmitting infiuences at predetermined distance intervals, said second control device being rendered active in response to the intluences transmitted by said spaced trackway means.

15. In an automatic train control system of the continuous inductive type for use on railroads having sections of their trackway equipped for Vautomatic train control and sections not so equipped, trackway means in said equipped sections for continuously transmitting influences to a moving vehicle under favorable traliic conditions only, carcarried apparatus comprising a normally inactive device operated in accordance with the movement of the vehicle when active and initiating a restrictive control after a predetermined distance of vehicle travel, control means or maintaining said control de.- vice inactive as long as said iniluences are received from the trackway in said equipped sections, non-control means acting when operated to render said device inactive for vehicle travel in said unequipped sections, and spaced trackway means at the entrance to said unequipped sections for permitting the operation of said non-control means.

16. In an automatic train control system of the continuous inductive type for use on railroads having sections of their trackway equipped for automatic train control and sections not so equipped, trackway means in said equipped sections for continuouslyl transmitting influences to a moving vehicle under favorable traiic conditions only, carcarried apparatus comprising a normally inactive device operated in accordance with the movement of the vehicle'when active, means controlled by said device for initiating a restrictive controlV when said device is active, control means for maintaining said device inactive as-long as said influences are transmitted from the trackway in said equipped sections, non-control means acting when operated to maintain said device inactive for vehicle travel in said unequipped trackway sections, said non-control means being operable only after said device has operated a predetermined amount corresponding to a predetermined distance of vehicle travel and only While said influences are being transmitted, and spaced trackway influence communicating means at the entrance to said unequipped trackway sections for operating said control means to permit said device to operate said predetermined amount whereby said non-control means may be operated.

17. In an automatic train control system for railroads having portions of their trackway equipped Yfor automatic train control and portions not so equipped, car-carried apparatus for controlling the vehicle brakes in accordance with influences corresponding to traic conditions received from the trackway While the vehicle is traveling in said equipped portions, non-control means for rendering said brake control apparatus inactive for vehicle travel in said unequipped portions of trackway, and spaced trackway influence communicating means at the entrance to said unequipped portions of track- Way arranged to communicate influences at points spaced a predetermined distance apart for permitting the operation of said non-control means.

In testimony whereof I aiix my si ature.

WIN'IHROP K. H WE. 

